Variable speed transmission mechanism



July 28, 1942. I F. w. SLACK 2,291,

VARIABLE SPEED TRANSMISSION MECHANISM 7 Filed Sept. 7, 1939 7Shets-Sheet 1 IN VENTOVIR fizJerzc 14451402;

ATTORNE Y5 July 28, 1942. F. w. SLACK VARIABLE SPEED TRANSMISSIONMECHANISM 7 Sheets-Sheet 2 Filed Sept. 7, 1939 INVENTOR Eadie/2c l4! 5Z4A T T ORNE Y5.

July 28, 1:, w SLACK L 2,291,111

VARIABLE SPEED TRANSMISSION MECHANISM Filed Sept. '7, 1939 7Sheets-Sheet 3 [N VEN TOR A TTORNE Y5.

July 28, 1942. w SLACK 2,291,111

VARIABLE SPEED TRANSMISSION MECHANISM- Filed Sept. 7, 1939 '7Sheets-Sheet 4 if i/ INVENTOR fif/frzc Mf/aci A T T ORNE V July 28,1942. F. w. SLACK 2,291,111

VARIABLE SPEED TRANSMISSION MECHANISM Filed Sept. 7, 1939 7 Sheets Sheet5 11v VENTOR wmrwrw A T T ORNE Y5.

July 28, 1942.

F. W.VSLACK 2,291,111

VARIABLE SPEED TRANSMIS S ION MECHANIS M Filed Sept. 7, 1939 7Sheets-Sheet 6 A TTORNEYS.

July 28, 1942. F. w. SLACK VARIABLE SPEED TRANSMISSIQNMECHANISM 7Sheets-Sheet 7 Filed Sept. 7, 1939 A T T ORNE Y5.

Patented July 28, 1942 1 7 UNITED STATES PATENT OFFICE VARIABLE SPEEDTRANSMISSION MECHANISM Frederic W. Slack, Detroit, Mich, assignor toChrysler Corporation, Highland Park, Mich, a corporation of DelawareApplication September 7, 1939, Serial No. 293,657

2 Claims. -(01. 74-484) This invention relates to improvements invariable speed transmission mechanism.

More particularly, the invention pertains to improved gear shiftingcontrol apparatus for vention will be apparent from the followingdescription.

Two illustrative embodiments of the invention are shown 'in theaccompanying drawings in transmissions of this kind which isparticularly which adapted for use in motor vehicles. Fig. 1 is adiagrammatic, fragmentary, vertical,

One of the main objects of the invention is sectional view of a vehicleshowing a transmisthe provision of a transmission control apparatus sionmechanism embodying the invention. of this character which is adapted tobe mounted Fig. 2 is a plan view of the steering wheel, on the steeringcolumn structure of a vehicle. steering column and gear shift lever ssemly Another object of the invention is the provialong line 22 of Fig; 1.sion of transmission control apparatus of this Fig. 3 is a fragmentary,sectional view taken on type wherein the gear shift lever is yieldablythe line 3--3 of Fig. 2. retained mom of two selective paths of move- Fg. 4 is a fr e t y, longitudinal, Sectional ment regardless of theposition of the shiftable view taken on the line 44 of Fig. 1.transmission elements. Fig. 5 is a fragmentary, sectional view taken Afurther object of the invention is the proon the line 5-5 of Fig. 4.vision in transmission control apparatus of this Fi 6 s a fragmentaryView Of e lower end character of a gear shift lever action by which ofthe St r P O F selection of transmission speed ratio changing Fi 7 is as nal view t ken on the line elements is accomplished by oscillation ofthe of Fi 6. lever about an axis extending transversely of the 8 is asect a v ew taken on t e e 8-8 steering column and speed ratio changesare of F effected by oscillation of the lever about an axis Fig. 9 is ahorizontal, sectional view taken on substantially parallel to thesteering column. the line 9-9 of Fi s. 1 and Further objects of theinvention are the provi- Fig. 9A is a horizontal sectional view taken onsion of a shaft in a steering column of a vehicle the line 9A-9A of Fig.9. which is shiftable longitudinally thereof and ro- Fig. 10 is afragmentary, sectional plan view tatable about its axis for transmittingrespectaken on the line |0l0 of Fig. 9. tively the selecting and speedratio changing Fig. 11 is a transverse, vertical, sectional viewmovements of the manual control lever; to protakenon the line l|-ll ofFig. 9. vide in a transmission speed ratio changing sys- Fig. 12 is ahorizontal, sectional View taken term a single chain of mechanismextending from on the line l2-l2 of Fig. 10. within reach of the driverto the transmission Fig. 12A is a se i n l v w taken l n the mechanismwhich is selectively engageable with line l2A A of F a pair of differentgroups of speed ratio chang- Fig. 13 is a diagrammatic View, similar toFig. ing elements; to provide a flexible cable connecl,' but of amodified form of the invention. tion between the steering column mountedparts F g- 14 is D View v0f the Steering W ee of the control apparatusand the transmission steering column and gear shift lever assemblycarried parts thereof for transmitting the speed along line I4|4 of Fig.13. ratio selecting action of the control lever 50 as Fig. 15 is afragmentary, sectional view along to selectively operatively connect thecontrol apline I5-l5 of Fig. 13. paratus with either of said groups ofspeed ratio Fig. 16 is a fragmentary, sectional view along establishingmembers. line |6-I6 of Fig. 15.

An additional object of the invention is the Fig. 17 is an enlargedfragmentary view of the provision in a vehicle of adriver-operatedseleclower end of the steering column of Fig. 13. torelement which is adapted for shifting move- Fig. 18 is a fragmentaryview along line l8-i8 ments in transversely connected paths in order ofFig. 17. to produce a plurality of speed ratio changing Fig. 19 is afragmentary view along line Ill-i9 operations and which is oscillatablein a path conof Fig. 18. meeting the aforesaid paths for selecting whichIn the drawings is illustrated an embodiment one of the speed ratioestablishing elements is of the invention in a motor vehicle driveincludto be operated by subsequent movement of'the ing a unitary powerplant having an engine to, lever in one of the transversely connectingpaths. clutch l l and transmission mechanism, generally Additionalobjects and advantages of the indesignated by the numeral I2, a driveshaft I4 extending rearwardly from the transmission to the rear wheels(not shown) of the vehicle.

The transmission |2 includes a housing l5 into which extends a drivingshaft I6, having a gear I! meshed with a gear |8 fixed on a countershaftI!) which is journalled at its opposite ends in apertures in the endwalls of the housing I 5. The driven shaft l4 extends into the housingI5 and has a gear 28 journalled on its internal end portion. A slidablegear 2|, disposed on the right side of the gear 28 and splined on theshaft I4, is provided with a shifter fork receiving collar 22. Formed onthe adjacent sides of the gear I! and 28 are hub portions which areprovided with external clutch teeth 26 and 21 respectively. Splined onthe shaft I4 is a, hub member having teeth 26. A shiftable clutch member23 is splined on the hub member at a location between the hub portion ofthe gears I1 and 28 and provided with internal clutch teeth with whichthe clutch teeth 21 and 26 respectively are'adapted to be selectivelymeshed as is well known in the art. A direct drive setting of the gearsmay be produced by shifting the clutch member 23 to the left, as viewedin Figs. 9A and 10, to connect the clutch teeth 26 with the teeth 26'.When the clutch member 23 is shifted to the right the teeth 21 and 26'are connected thereby holding the gear 20 against rotation relative tothe shaft H. The gear 28 is permanently meshed with a gear 28 on thecountershaft l9 by which the gear 20 and shaft M are driven to establisha second speed drive. Low speed and reverse settings of the transmissionmay be established by shifting the gear 2| into mesh with a gear 29 onthe countershaft l9 and with a reverse gear 3| driven by a pinion 3!] onthe countershaft respectively.

A pair of shifter rails 35 and 36 extendin longitudinally of thetransmission at one side thereof are shiftably mounted in bosses 35' and36' of the housing |5. A pair of laterally extending shifter forks 38and 38 are slidably mounted on a rod 38' fixed in the housing at eachend thereof, and respectively engage the grooves of the shift collars 23and 22 as illustrated. The fork 38 is provided with a pair of spacedlugs 4| and 4| between which is receivable a rail shifting finger 48,which also has a part which is receivable into a notch 4| in the fork39. As

is clearly shown in Fig. 11, the lug 4| is of greater height than lug4|. This feature has an important bearing on the operation of thetransmission and facilitates easy shifting thereof. It will be morefully described later on in this specification.

That portion of the control apparatus which is directly connected withthe transmission mechanism housing is mounted on a cover 31 which isprovided for closing the side opening of the transmission housing. Thecover 31 includes a crowned central portion having opposite top andbottom wall portions extending longitudinally of the transmission inwhich are formed registering openings 44 and 45.

A shaft 42 extending vertically of the cover 31 is journalled at itsends in the openings 44, 45. The shaft 42 has an external end portionprotruding from the cover member 31 on which a lever 43 is non-rotatablyfixed. A collar 46 is disposed within the cover and axially slidablymounted on the intermediate portion of the shaft 42 which is providedwith flats 41 for holding the collar and shaft against relativerotation. The collar 46 carries the rail shifting finger 48, heretoforereferred to; which is provided with an intermediate lobe portion 48 thatregisters with and is adapted to be received between the lugs 4|4| ofthe rail 36, and a lobe portion 58 that registers with and is receivableby the notch 4| of the shifter fork 38. A coil spring 5| bears between awasher 5| which in turn bears against the upper rounded part of theshaft 42 and the enlarged portion of the collar 46 as shown in Figs. 9and 12, for normally yieldably urging the collar 46 downwardly so as toretain the rail shifting finger 48 in operative engagement with the rail36 and its shifter fork 38. The collar 46 may be moved upwardly, asviewed in Figs. 9 and 12, to bring the end lobe 58 into engagement withthe notch 4| of the shifter fork 38 which is carried by the rail 35.

The mechanism for moving the collar 46 upwardly against the pressure ofthe spring 5| is illustrated in Figs. 12 and 12A. The cover 31 has atransversely extending boss 5|! in which is rotatably mounted a shaft 5|having a flattened inner end 52" on which is mounted a fork 53 Thelatter has a pair of rounded end portions 54" which engage the undersideof the enlarged portion' of the collar 46 at each side thereof. A lever55 (Figs. 1 and 13) non-rotatably carried on the outer end of the shaft5| is adapted to be actuated by means about to be described which isunder the control of the vehicle driver.

Apparatus for manually actuating the collar 46 may be mounted at anylocation in the drivers compartment of the vehicle within convenientreach of the driver. In the form of the invention illustrated in Figs. 1to 8 inclusive, the manual control apparatus comprises a gear shiftlever 5| which is carried on the steering column 53 by a bracket 52. Themanual control lever is of stamped construction and has a knob 54 on itsouter end. The inner end is shaped as shown in Figs. 4 and 5 and ispivotally mounted on the column 53 by meansof a lug 55 which is threadedinto the bracket 52 at 51. An easily removable spring pressed pinstructure 56 secures the lever 5| to the lower end of the lug 55 andpermits up-and-down movement of the lever in a direction parallel to thecolumn. A coil spring 58 is carried in a bore provided for the same inthe lug 55 and bears against the ball 58 which in turn bears against theinner top end of the lug receiving bore of the bracket 52. The spring 58is relatively stiff and imposes a compression load on the threads 51which prevents looseness between the lug 55 and bracket 52 yet permitsthe lever 5| to be easily swung about the axis of the lug 55 on thethreads 51.

The lug 55 has a projecting ledge portion 6|) at its lower end (Fig. 4)which is adapted to be engaged to a complementary ledge portion 6|formed on the upper integral portion 63 of a rod 62. The latter ispivoted at 64 to the lever 5| and carries a resiliently outwardlydirected antirattle pin 65 in contact with the inner wall of the lever.Swinging of the lever 5| about its pivot 56 will cause the rod 62 to bemoved in a direction parallel to the steering column 53.

At its lower end the rod 62 is supported on the column 53 for pivotaland bodily movement by means of a suitable yieldable bushing 61 carriedin the column mounted bracket 66.

Axial movement of the rod 62 caused by rocking of the lever 5| about itsfulcrum 56 is transmitted to the lever 55 by a Bowden wire assemblygenerally designated by the numeral 68. The upper end of the Bowden wireassembly is mounted on the steering column by means of the bracket 69and clamp I8 as illustrated in Figs. 1, 6 and 7. A flexible cable H isprovided with a fitting 12 which is threaded in the lower end of the rod62 at 13 (Fig. 7). The cable 1| is attached at its lower end to thelever 55 by means of a fitting 14. A coil spring 15 is disposed betweenthe bushing 61 and a lever 16 journalled on the lower end of the rod 62and urges the rod 62 downwardly of the column 53 at all times. The rod62 has a second plate-like lever 11 non-rotatably fixed at the externallower end thereof. The lever TI is provided with a slot 18 adapted toreceive a bolt 19 which also passes through a hole in the lever 16. Theouter end of lever 16 has pivotally attached thereto one end of a rod88, the other end being pivoted to a bellcrank lever 84 mounted forpivotal movement on the clutch housing A suitable bushing 8| is providedbetween the levers l6 and 80, the parts being retained in assembledrelation by a pin 82 and a cotter pin 83 as illusv trated more clearlyin Fig. '7.

The bellcrank lever 84 is operably-connected to the shift lever 43 bymeans of a short rod 85 (Fig. 1). When the parts are assembled, the bolt19 and the nut 14 are loosely assembled and after all of the parts havebeen fastened in place and connected, the manual shift lever is held inits neutral position, the transmission parts being in neutral, and thebolt 19 and. nut 14 are then tightened. This procedure permitsvariations in the positions of the parts and in the lengths of thelevers, etc., due to manufacturing tolerances to be compensated for.

When the manually operated shift lever 5| is in its above describedlower position, movement thereof in a counterclockwise direction aboutthe axis of the rod 62 to the position designated 54' in Fig. 2 imposesa pull on rods 80 and 85 which causes forward movement of the lever 43.This in turn causes the shifter rail 36 to be moved toward the right ofFigs. 9A, and 11 so as to engage the clutch member 23 with the teeth 21thereby establishing a second speed ratio setting of the transmission.When the lever 5| is moved in a clockwise direction to the positiondesignated 54", the rods 88 and 85 push the lever 43 rear- Wardly andthe rail 36 is shifted toward the left of Figs. 9A, 10 and 11 to engagethe clutch member 23 with the teeth 26 thereby establishing a directdrive setting of the transmission. Suitable detent mechanism 98 (Figs.10 and 11) is adapted to engage grooves 89 provided in each of theshifter rails and 36 for yieldably retaining the elements in the desiredpositions.

Upward movement of the manually operated lever 5| about its fulcrum 56causes the rod 62 to be moved upwardly, compressing the spring 15, andpulling the cable 'Il upwardly in its sheath. This in turn causes thelever to be moved forwardly or clockwise about the axis of the shaft 5|and moves the collar 46 upwardly against the spring 5| thereby engagingthe lobe 58 of the finger 48 with the notch 4| of the fork 39 anddisengaging the lobe 49 from between the shoulders 4| and 4| of fork 38.Now, when the lever 5| is moved counterclockwise to the position 54',while being held in its uppermost position, the shifter rail 35 is movedtoward the right of Figs. 10 and 11 to mesh the gear 2| with reverseidler 3| thereby establishing a reverse setting of the transmission.Clockwise movement of the lever to the position 54" while being held inthe uppermost position, moves rail 35 leftwardly and meshes gear 2| withgear 29 to establish low speed ratio setting. It should be noted 'oneither side of neutral position. words, the lever 5| need only be heldupwardly that in shifting the rail 35 into low and reverse drivepositions, it is not necessary for the driver to hold the collar 46 andfinger 48 in their upper position against the spring 5| except duringthe initial shifting movement of the rail. As soon as the rail 35 hasmoved to the left or right of Fig. 11 far enough to misalign the notch4| with the oppositely disposed notch between the lugs 4|, 4| the finger48 will be retained in operative engagement with the notch 4| by thelugs 4|, 4| throughout its range of shifting movement In other againstthe force of spring 5| (when shifting into low or reverse) long enoughto engage finger 48 in notch 4| and move rail 35 out of neutral,

the swinging movement of lever 5| for shifting the rail 35 may then becontinued with the lever 5| in its lower path of movement, this actionbeing readily accommodated in the linkage because the fork 53 is notpositively connected to the collar 46.

A suitable interlock 9| (Fig. 11) is provided to lock one of the shifterrails against accidental movement while the other is being shifted.

In describing the operation of the device, let it be assumed that themotor vehicle is at rest with the motor running and the manuallyshiftable lever 5| positioned in the neutral position as indicated bythe numeral 54 in Fig. 2. In starting the vehicle, the operatordepresses the clutch pedal in the usual manner and grasps the knob 54 ofthe lever 5| and rocks the lever about the fulcrum 56 longitudinallyupwardly of the steering column. This action lifts rod 62 andpulls'cable upwardly thereby rotating the selector lever 55 forwardlyabout the axis of shaft 5| this action compressing both the spring 15and the spring 5 l Lever 5| is then pulled backwardly toward the driverwhich action rotates rod 62 and lever 16 clockwise of the steeringcolumn thereby swinging rod 88 rearwardly of the transmission andimparting a rearward push to rod thus swinging lever 43 rearwardly aboutthe axis of shaft 42 and shifting rail 35 with which the finger 48 isnow operatively connected and meshing gear 2| with gear 29 to establishlow speed drive through the transmission. Engagement of the vehicleclutch (not shown) ,will now cause the vehicle to be driven forwardly inlow gear. The knob 54 is now in first speed position as indicated by thenumeral 54" in Fig. 2 and release of this knob by the driver will allowit and. lever 5| to fall longitudinally downwardly relative to thesteering column 53 to the high speed position, such action beingassisted by'the spring I5 which was previously compressed upon upwardmovement of the knob 54. The flexible cable returns the fork 53 to theposition shown in Fig. 12 because of the fact that the fork 53 bears onthe bottomside of the enlarged portion of the collar 46 but isunconnected thereto. The collar 46 remains in its upper position withthe spring 5| -compressed due to the engagement of the finger 48 withthe upper surface of lug 4|.

It will thus been seen that the shift from low speed to second orintermediate speed may be made by a single forward movement of the knob54 from the position indicated at 54 to the posi tion indicated at 54,such'movement taking place in the lower path of the movement of the knob54; As soon as the knob 54 has moved from the position 54" to neutralposition, gear 2| will have been moved outofmeshing engagement with gear29 and shifter rail 35 will be in neutral position. The finger 48 willthen be released from the notch 4| and the collar 46 will be returned tothe position shown in Fig. 12 under the influence of the spring 5IMovement of the knob 54 forwardly to the position 54' will rock the rod62 in counterclockwise direction and will mesh the internal teeth of theclutch member 23 with the teeth 21 to establish second orintermediatespeed drive through the transmission. It will be understoodthat this shifting movement can be accomplished very quickly andpositively because of the fact that the lever 5| is movedcounterclockwise away from the driver only without the necessity offeeling through the crossover which connects the two paths of movementof the lever 5| as is usual in conventional shifting mechanisms. Thus itmay be seen that the shift from first to second speed may beaccomplished with smoothness and rapidity by the arrangement of partsherein disclosed. Because of the fact that the lever 5|, rod 82, cable1|, arm 55 and fork 53 are returned to the position shown in Figs. 1, 4,6 and 12 immediately after the transmission has been shifted into lowspeed, the spring 5| is required to move the collar 46 only during theshift from first to second speed. Because the spring 5 I is relieved ofthe frictional load of the mechanism connecting the fork 53 with thelever 5|, a very rapid and desirable snap-over action of the collar 46results. This snap-over, or as it is sometimes called, automaticcrossover" action of the selector finger 48 is facilitated by thedifference in height between the lugs 4| and 4|. As is apparent fromFig. 11, as the rail 35 is shifted from left'to right with the shiftlever 5| and fork 53 in their Figs. 1 and 12 positions, the finger 48will engage the side of lug 4| when the finger reaches neutral position.The spring 5| will then snap the collar 46 and finger 48 downwazrdlydisengaging the latter from fork 39 and engaging it with fork 38. Thusit may be seen that the shift from first to second speed may beaccomplished with knob 54 in its lower path of movement, unintentionalshifting into reverse being prevented by the lug 4| which engages finger48 when the latter reaches neutral as aforesaid.

The difference in height between the lugs 4I4I also serves as anautomatic interlock and prevents the rail 35 from continuing its traveltoward the right of Fig. 11 after the finger 48 has moved out ofengagement with notch 4|. In making a fast shift from first to secondspeed, considerable momentum is imparted to rail 35 which might carrythe same past neutral before rail 36 has had time to move the interlockpin 9I upwardly to lock the rail 35, thus causing damage to thetransmission parts. With the aforesaid arrangement, however, the finger48 engages the lug 4| 5 while it is still engaged in the notch 4|,therefore the rail 35 must come to a dead stop to permit finger 48 todisengage completely from said notch. In other words, there is aninstant when finger 48 is engaged with both members 38 and 39, bothrails being stationary at'thisinstant because of the pin 9| which holdsrail 36 from movement.

The shift from second speed to high speed setting of the transmission isaccomplished by moving the knob 54 clockwise to the position 54". Thisresults in the clockwise movement of the rod 62 through which theintermediary of the levers 16, 80, 84, 85 and 43 meshes the clutch teethof the member 23 with the teeth 26.

Figs. 13 to 19 inclusive illustrate a modified form' of the remote shiftcontrol mechanism which differs from that previously described inseveral essential details. In the form of the invention illustrated inFigs. 13 to 19 inclusive the parts of the remote shift mechanism whichextend into the drivers compartment of the vehicle are concealed withinthe steering column with the exception of the manually shiftable leverwhich is designated |5| in this modification.

The lever |5| is carried by a casing I52 having operable sectionsmounted in the steering column which is generally designated by thenumeral I53. The manual control lever |5| has a knob I54 on its outerend and it has a forked inner extremity I55 disposed within the casingI52. Provided on the lever |5| adjacent its forked end is a. ball-shapedenlargement I56 which is disposed between gear plates I51 mounted on theopposite side walls of an arcuate slot I58 formed in the casing I52through which the lever |5| extends. The enlarged portion I56 of thecontrol lever has a bore I59 in which a spring pressed detent I60 isdisposed. The detent I60 is adapted to engage in an aperture I6| formedin the lower wall of the slot I 58 when the lever |5| is centrallylocated with respect to the opposite end of this slot. The steeringcolumn generally designated by the numeral I 53 includes an outer tubeI62 on which the casing I52 is mounted and an inner tubular steeringshaft I63 which is provided with a steering wheel as is conventional inthe art. The steering shaft I63 extends longitudinally of the steeringcolumn and is centrally located with respect to the longitudinal axisthereof.

A tubular shaft I65 extends longitudinally of the steering column I53and is axially slidably and rotatably supported by the steering columnstructure. Mounted in the upper open end of the tubular shaft I65 is asleeve I66 which is welded or otherwise suitably secured thereto andwhich extends beyond the upper extremity of this shaft. A collar I61 isconcentrically mounted on the portion of sleeve I66 which extends beyondthe shaft I 65 and is detachably and non-rotatably held thereon by a nutI68 threaded on the upper end portion of the sleeve I66 as viewed inFigs. 13 and 16. The collar I61 is provided with diametrically opposedbosses I 69 shown in Fig. 16 in which are formed slots I10 for receivingthe apertured end portions of the prongs of the fork I55. The fork I55of the lever I 5| is pivotally attached to the bosses I69 of this collarby pins I1I extending through registering apertures in the bosses andprongs of the fork respectively. The enlarged portion I56 of the lever|5| serves as a fulcrum about which this lever may be oscillated in avertical plane as viewed in Fig. 14 to shift the shaft I65 axially ofthe steering column. The shaft I65 may be rotated about its axis whichis coincident with the longitudinal axis of the steering column byshifting the lever |5| upwardly or downwardly from its full lineposition shown in Fig. 14 and during this action of the lever theenlarged portion I56 thereof slides freely on the bearing surfacesprovided by the wear plates I51 with which the walls of the slot |58 arealigned.

At the bottom of the steering column the tube I62 thereof is providedwith a slot I64 through which a lever I16 extends. This lever is weldedto the lower end of the tube I65 as indicated at I11 in Fig. 18 and isconnected to a rod which is identical with the rod 80 of themodification shown in Fig. 1.

Partly surrounding the slot I64 is a housing structure H! which is mostclearly illustrated in Figs. 17, 18 and 19. This housing structure IT!has a tab H8 on which is pivoted a bellcrank lever I19 which has arounded portion I80 which bears against the enlarged portion I8I of thelever H6. On the opposite side of the steering column, the housingstructure IT! has a depending bracket I82 which supports the upper endof the Bowden cable structure 68 which is identical with thatillustrated in the modifications of Fig. l. The flexible, motiontransmitting cable ll of the Bowden cable structure is connected withthe lower end of the bellcrank lever I19 as indicated at I83 and aspring I84 connected to the bracket I82 and the bellcrank lever I19urges the shaft I65 upwardly of the column I53. The spring I84 performsa similar function to the spring 15 of Fig. 6 in that it continuouslyurges the manually shiftable lever 15! into the lower of the two pathsof gear shifting movement.

It may thus be seen that while the direction of movement of the shaftI63 in the modification just described is opposite to the direction ofmovement of the rod 62 in the Fig. 1 modification of the invention,similar movements are transmitted to the transmission mechanism l2 withsimilar movements of the manually shiftable lever l5l. The deviceoperates in a manner identical to that previously described for the Fig.1 modification, all of the desirable featuers mentioned therein beingpresent in this modification of the invention including the straightforward shift of the lever l5| from low speed setting of thetransmission to intermediate speed setting thereof accompanied by thedesirable snapover action of the collar 46.

Having thus described two preferred embodiments of my invention, thatwhich I regard as new and desire to secure by Letters Patent is setforth in the following claims.

I claim:

1. In combination with a vehicle steering column, a gear shift lever,and means for mounting said lever on said column for oscillation aboutan axis disposed longitudinally relative to said column and for rockingmovement about an axis extending transversely to said longitudinal axiscomprising, a bracket carried by said column and having an integralinternally threaded boss, a threaded pin adapted to be received by saidboss, yieldable means operatively associated with said pin and boss forimposing a frictional load on the respective threads thereof, and meansfor pivoting said shift lever to said pin on an axis disposedtransversely to the axis of said pin.

2. In combination with a vehicle steering column, a gear shift lever,and means for mounting said lever on said column for oscillation aboutan axis disposed longitudinally relative to said column and for rockingmovement about an axis extending transversely to said longitudinal axiscomprising a bracket carried by said column and having an integralinternally threaded boss, a threaded pin adapted to be received by saidboss, said pin having a bore therein, a coil spring in said boreoperatively disposed such that it acts between said pin and said bossthereby to impose a frictional load on the threads and means forpivoting said shift lever to said pin on an axis disposed transverselyto the axis of said pin.

FREDERIC W. SLACK.

